Tag Archive for: innovation

Digital documents

Electronic Bills of Lading

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Digital documents

Lately there has been a lot of hype about electronic Bills of Lading, which is why we wanted to get back to basics and go over this innovation. So let’s get down to it:

What is the eBL?

The Electronic Bill of Lading (eBL) is an electronic version of the traditional paper-based Bill of Lading used in the shipping industry. The Bill of Lading is a legal document that serves as evidence of the contract of carriage between the shipper and the carrier, proof of ownership, and acts as a receipt for the goods being transported. In the past, it was always a paper document, but with the advancement of technology, it is now possible to issue transmit, and store it electronically.

The eBL has the potential to revolutionize the shipping industry by reducing the time and cost of handling physical documents, eliminating the risk of loss or damage to paper documents, and enabling faster and more secure transactions. However, the adoption of eBLs has been slow due to various legal, technical, and commercial challenges.

What are the challenges?

Despite their incredible potential, there are challenges that need to be addressed before eBLs can become more widely adopted in the shipping industry. One of the main challenges is the lack of standardization in the use of eBLs. There are currently multiple electronic platforms and technologies available for the issuance, transfer, and storage of eBLs, which can create confusion and inefficiencies for users.

To address this challenge, various industry associations and standards bodies, such as the International Chamber of Commerce (ICC) and the International Association of Ports and Harbors (IAPH), have developed guidelines and standards for the use of eBLs. These guidelines aim to promote standardization and interoperability between different electronic platforms and technologies.

A second big challenge is “the difficulty in converting the BL to a digital format without allowing it to be duplicatable (as without proper systems in place it could potentially be duplicated to the infinitum)” – says Jaime Paz from the Ocean Network Express. As the main function of the Bill of Lading is the condition of title of ownership, it is important to ensure that the risk of duplication is minimised or eliminated completely. Today it is possible to have unique digital titles of ownership thanks to blockchain technology, as encryption systems used are strong enough to transfer digital documents without the risk of being duplicated.  As an NFT, eBL is not only a digital file, but the registry of the ownership is implicit in it.  This way, every change in the eBL process can be registered in a blockchain, in which the information is 100% immutable and 100% auditable.

A final challenge is the resistance to change from stakeholders who are accustomed to traditional paper-based processes. Many shippers, carriers, and banks are still hesitant to adopt eBLs due to concerns about the legal validity, security, and reliability of electronic documents.

To address these concerns, industry stakeholders are working to educate and raise awareness about the benefits of eBLs and to provide training and support for users. For example, the International Group of P&I Clubs has developed a training program for its members on the use of eBLs, and various industry associations have organized workshops and seminars to promote the adoption of eBLs. The DCSA (Digital Container Shipping Association) is also working on towards end-to-end digitalisation of the shipping documentation process – having published the DCSA electronic bill of lading (eBL) standards. The goal with these is to ultimately increase transparency, enhance efficiency, and make compliance easier, therewith eliminating paper from international trade.

 

A spotlight on Europe

In recent years, there have been several developments in Europe aimed at promoting the use of eBLs. One of the most significant developments is the adoption of the UNCITRAL Model Law on Electronic Transferable Records (MLETR) by the United Nations Commission on International Trade Law (UNCITRAL) in 2017. The MLETR provides a framework for the use of electronic transferable records, including eBLs, and aims to remove legal barriers to their use.

Several European countries have already incorporated the MLETR into their domestic laws, including Denmark, Estonia, Finland, France, Greece, Italy, the Netherlands, Norway, Spain, and Switzerland. These countries have recognized eBLs as legally valid and enforceable documents, and they have established electronic platforms for the issuance, transfer, and storage of eBLs.

For example, the Port of Rotterdam in the Netherlands launched its blockchain-based platform, DELIVER, in 2019, (now Naviporta) which allows users to issue, transfer, and store eBLs. DELIVER is a joint initiative between the port authority, the municipality of Rotterdam, and various industry stakeholders, and it aims to promote the use of eBLs and other digital solutions in the logistics industry.

Additionally, there have been other developments to help the adoption of eBLs in Europe. One of those was championed by the International Group of P&I Clubs, which represents the world’s major marine insurers. They have issued guidelines for the use of eBLs in the insurance industry, which provide a framework for the issuance, transfer, and storage of eBLs, and they aim to ensure that eBLs are accepted and recognized by insurers.

Final thoughts

Despite the challenges, the adoption of eBLs in Europe is gaining momentum, driven by the potential benefits of faster, cheaper, and more secure transactions. The COVID-19 pandemic has also accelerated the shift towards digital solutions in the shipping industry, as it has highlighted the inefficiencies and vulnerabilities of traditional paper-based processes.

In conclusion, the Electronic Bill of Lading is a promising technology that has the potential to revolutionize the shipping industry by reducing costs, increasing efficiency, and improving security. While there are still challenges to be addressed, the adoption of eBLs in Europe is gaining momentum, driven by the efforts of industry stakeholders to promote standardization, raise awareness, and provide training and support for users. As the use of eBLs becomes more widespread, it is expected to bring significant benefits to the global economy by facilitating faster and more secure international trade transactions.

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Port Digitalisation

Maritime Connectivity – what it means for the Mediterranean

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Eduard Rodés,Director - Escola Europea - Intermodal Transporrt

Commentary by: Eduard Rodés,
Director – Escola Europea – Intermodal Transporrt

We live in an increasingly digital world – there is no doubt about that. Digital literacy and technical capabilities are skills that are now indispensable in employees in all sectors. But what geographical regions? The situation (in terms of skills, capabilities and infrastructures) in Spain is doubtlessly different from the situation in Tunis, just like the situation in Tunis is different from the situation in Bali. The countries’ individual geopolitical and industrial statuses affect how plugged in the countries can be to the globalised industries.

This brings me to a report that I wanted to share with you that CETMO has carried out on the maritime connectivity in the GTMO region. You can read our brief summary below, and then head to the CETMO website for the full report!

I highly recommend it! 

A summary of the “Maritime Connectivity in the GTMO Region: Current Situation and Future Prospects” report by CETMO

This report was produced by the Centre for Transportation Studies for the Mediterranean Region (CETMO) in collaboration with the Western Mediterranean Group Of Transport Ministries (GTMO 5+5). It examined the current state of maritime connectivity in the GTMO region (which includes countries in the Mediterranean, Black Sea, and Caspian Sea areas[1]) and provided recommendations for improvement in the future.

Key Findings:

The GTMO region is a major hub for international maritime trade. Even so, significant gaps in maritime connectivity within the region have been identified, particularly in terms of digital connectivity and the integration of different transport modes. The COVID-19 pandemic in particular has highlighted the importance of digital connectivity and the need for greater investment in infrastructure and technology to support remote operations and data exchanges.

The report identified several key challenges and opportunities for improving maritime connectivity in the region:

  1. One of the main challenges is the digital divide between countries in the region, which can hinder the exchange of data and information among different actors in the maritime sector. The report recommended a range of measures, including increasing investment in port and logistics infrastructure, improving digital connectivity and data exchange, promoting the integration of different transport modes, and addressing regulatory barriers;
  2. Another challenge is the fragmentation of transport modes and logistics systems in the region, which can result in inefficiencies and higher costs for shippers and carriers. The report recommended promoting greater integration between different transport modes, such as rail and inland waterways, to improve the connectivity of the region and facilitate the movement of goods.
  3. The report also highlighted the importance of regulatory frameworks in facilitating or hindering maritime connectivity in the region. Some countries have regulatory frameworks that are favourable to investment and trade, while others have more restrictive policies that can discourage investment and limit market access. The report recommended promoting greater regulatory harmonization and cooperation between countries in the region to create a more conducive environment for investment and trade.

Conclusion:

Improving maritime connectivity in the GTMO region is essential for supporting economic growth, improving trade flows, and enhancing the resilience of supply chains in the face of future shocks such as pandemics or geopolitical tensions. To achieve this, a comprehensive approach that considers the diverse needs and capabilities of different countries and stakeholders is needed, one that involves governments, private sector stakeholders, and international organisations. By working together to address the challenges facing maritime connectivity, the region can enhance its economic competitiveness, promote sustainable development, and improve the resilience of its supply chains in the face of future shocks.

[1] Algeria, France, Italy, Libya, Libya, Malta, Mauritania, Morocco, Portugal, Spain and Tunisia

Escola Europea takes a closer look at Technology Transfer Initiatives and Living Labs

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With the first six months of the EU-funded TechLog project finishing, the technical aspects of the premise of the project take a more central stage. Orlando Reveco, from the Escola Europea, helps us understand what Technology Transfer Initiatives and Living Labss are in an in-depth interview about these innovative characteristics of research and education.

Q:Can you please tell me a little bit about your background, and how you will be involved in the TechLog project over the next few years?

A: I have had the opportunity of being closely linked to the technological world for many years in which I worked in companies that focus on finding technological solutions for all kinds of issues. Across the development of my professional career, I have also had the opportunity to cooperate in various educational projects. I have seen first-hand how such a cooperation between the use of technology in training activities yields better results and becomes a powerful force that can accelerate economic growth.

TechLog presents an opportunity to expand my knowledge and use my experience to benefit a project oriented in the exchange of technology for the development of an area that is increasingly important. Being part of a team that will help prepare professionals capable of facing the challenges of the coming years and establish a permanent cross-border EU-Med area where organisations and port authorities co-create and share new technology transfers initiatives, is a great personal motivation for me.

Q: Could you explain what Technology Transfer Initiatives and Living Labs are for the “uninitiated”?

A: Technology transfer initiatives are processes that help disseminate technology from the individual or organisation that owns or holds it to another individual or organisation, therewith helping transform inventions and scientific outcomes into new products and services that benefit society at large.

 They represent an invaluable opportunity where knowledge and practice exchanges in professional environments, designed by organisations with a lot of educational experience and logistics operators, will take place and will allow all parties to be part of a project without borders in which they will be able to establish a network and share practical experiences, therewith increasing their chances of success in the future.

 A living lab on the other hand is a research concept, which may be defined as a user-centred, open-innovation ecosystem that integrates contemporaneous research and innovation processes within a public-private-people partnership.

There are no limitations to the advantages that these types of initiative can provide, especially in regional exchange scenarios where the personal development of its participants will inevitably become the success of the objectives proposed by the international project.

Q: The Escola Europea has begun developing the Port Virtual Lab platform over the past two years. How can this platform help TechLog achieve its goals?

A: Port Virtual Lab is a very complete project that offers technological educational development tools. Initially, we talked about a platform that was to be used as a meeting point for all those who have knowledge and professional development needs in the international transportation and logistics environment – and now it has morphed into a teaching tool that is used to replicate real-life port and logistics operations in the Escola’s courses.

 It is for this reason that PortVirtual Lab and TechLog will have no problem working together, as both of them are fundamentally complete tools and platforms that work towards the development of advanced academic content, and which are endorsed by organisations with long and recognised records.

Q: How effective do you think are virtual simulators in imitating reality, especially when it comes to training?

Virtual simulators not only capture the interest of the person who uses them, but in my opinion they can represent a new way of turning hours of theoretical and practical experiences in the classroom into fun experiences – all of which encourage immersive learning.

 Carrying out training for future logistics operators in innovative virtual reality systems allows them to get to know the environment where they will carry out their activities and experience situations that they may probably find but that are difficult to replicate in a real environment – and it does so safely without peril to real-life clients and supply chain operations.

Q: How common would you say is it currently in Mediterranean countries to use simulation practices in the field of transport? What do you think is(are) contributing factors to this?

I am completely sure that it will be an increasingly recurrent practice. The demand for services in the logistics and transport sector in the Mediterranean increases every year and this can only mean that every day more and better-trained personnel will be needed to meet the ever-changing requirements and reach geographical and environmental goals and standards.

Training must be accompanied by a methodology that allows us to focus on the necessary procedures and can be adapted to the work schemes of each port community; it is a flexibility that only the use of systems with these characteristics can offer.

 This is a way to achieve common work operations processes where all Mediterranean members have an equal footing.

Eco-innovation at the heart of Europe

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Written by: Lidia Slawinska

Written by: Lidia Slawinska – Digital Communications Manager Escola Europea – Intermodal Transport

There is little doubt that innovation is today’s “big thing”. The fast advancement of technologies, the increasing digitalisation taking place across all industries, and the ever-more encompassing dual lives that individuals lead in the physical and digital stratospheres have accelerated innovative progress. At the same time, the world has also began to recognise the importance of sustainability in the protection of our planet and began to plan for alternatives that would help us maintain our current global operations and life-styles whilst diminishing the pejorative impact that they have had on our earth since the Industrial era began.

These two concepts have recently given rise to a new idea – that of “eco-innovation”. In this Blue Innovation article we will look at how the European Union has embraced this concept in efforts to measure and map the progress of its member states in innovative methods to work to achieve the sustainability targets it has set itself for the coming decades.

What is “Eco-Innovation” exactly?

The term, which first appeared in 1996 in a book written by Claude Fussler and Peter James “Driving Eco-Innovation,” can be understood as a general approach to foster environmentally friendly progress in modern societies. At its core are specific efforts made by the parties that aim to reduce the environmental harm done in their societies – be it through ideas, products, societal behaviours, or industrial or operational processes. It is key to the European Union’s Green Deal and towards promoting and ensuring green growth in the 21st century.

The “Eco-Innovation Index”

The European Commission’s Eco-Innovation Plan was first adopted in 2011. In the plan, the Commission defined the term as “any innovation that makes progress towards the goal of sustainable development by reducing impacts on the environment, increasing resilience to environmental pressures or using natural resources more efficiently and responsibly” (Source: Decision N° 1639/2006/EC establishing a Competitiveness and Innovation Framework Programme – accessed online on 10th Dec 2021). Over the first decade of its existence the Commission created a system to measure the innovative progress of its partners through the Eco-Innovation Index. The subsequent system, which includes the Eco-Innovation Scoreboard alongside the Index, captures the varying aspects of the member states’ eco-innovations by measuring 16 different indicators that are grouped into 5 categories:

  • Eco-innovation inputs (this includes government environmental energy investments and outlays, total number of R&D personnel, etc.)
  • Eco-innovation activities (this includes number of ISO 14001 certificates, the implementation of sustainable products among small to medium-sized enterprises, etc.)
  • Eco-innovation outputs (this includes sustainability-related patents, academic publications and media coverage, etc.)
  • Resource efficiency (this includes material, water and energy productivity, the intensity of GHG emissions, etc.)
  • Socio-economic outcomes (this includes export of products from sustainable industries, % of employment in environmental protection, etc.)

By collating the results, the experts working on the Eco-Innovation Index can identify the successes and drawbacks that some member states have had on their journeys towards green growth.

The purpose of this tool is not to shame or identify what countries may be failing in their efforts, but rather to provide a neutral and analytical view on the overall environmental, societal and economic situation in the EU member states.

A decade of progress

Since record-keeping began under this programme, the overall performance of the EU member states in eco-innovation steadily improved. Looking at the summaries of the results reported on the EU’s Eco-Innovation website, it can be seen that most improvements were seen in:

  • Reductions in greenhouse gas emissions, especially when looking at energy productivity and efficiency
  • An increase in public awareness brought by intensified media coverage of topics that focused on eco-innovative processes and developments
  • An increase in investments in R&D research, which in certain states came from both public and private sources.

From the data it is evident that not all countries have had similar successes in advancing their environmental achievements over the past decade. The EU’s tool allows us to take an analytical look across all countries to monitor their developments and perhaps identify the drawbacks and bottlenecks that may be hindering further progress. Every year the organisation issues a new report with a list of leaders, average performers and countries that are catching up – and this list has slightly fluctuated year by year depending on that countries’ policies and advances. In 2021 the “Eco-Innovation Leaders” – the top 5 highest scoring member states – were Luxembourg, Finland, Austria, Denmark and Sweden.

The Eco-Innovation Index is not a solution to Europe’s green growth agenda – rather it serves more as an diagnostic tool that allows both the EU and national governments to identify potential areas of growth in order to evolve and innovate further. If you are interested, head to the Eco-Innovation website and have a look at the evolution of the Index’s performance in the 27 member states for yourself: https://ec.europa.eu/environment/ecoap/indicators/index_en

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The YEP MED training was carried out largely online using the Google Meet platform

148 students join the first YEP MED fully digital international training in Barcelona, Tunis, Civitavecchia and Beirut

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The YEP MED training programme based on simulated enterprises allowed students to practice international trade operations using a real-life Enterprise Resource Planning (ERP) platform

The first fully digital international training of the YEP MED (Youth Employment in the Ports of the MEDiterranean) project kicked-off last week in four different port communities: Barcelona, Tunis, Civitavecchia and Beirut. The training course finished on the 31st of May 2021. Each port community was responsible for bringing to life a simulated freight forwarding operator and execute international trade operations between the participating countries.

Thanks to the digital tools, a total of 148 students from the four port communities took part in this unique course. The global coordination and organisation of the project was overseen by the Escola Europea, lead partner of the project, whilst local project partners gave national level support. At the international level, participants could interact with students from other Mediterranean countries and support each other in the export operations they need to design, plan and manage as part of the training. Alongside having a widely international character, the student group also featured a high proportion of women in its midst – who formed around 41% of all participants. Making it easier for women to access employment in the Mediterranean transport sector is one of the key bastions of the YEP MED initiative.

This course was the first of the series of the 2nd stage of the YEP MED training. The first stage comprised vocational training (VT) courses that offered an introduction to port logistics and operations. This second stage gives the students an opportunity to gain practical experience and to gain a global understanding of the port-logistic operations first-hand through the use of a newly designed virtual platform that replicates a real port community in the virtual sphere. The students need to work together to design and prepare transport operations that freight forwarders regularly carry out by accessing the Port Virtual Lab. This virtual reality created by the Escola Europea allows students to interact with different companies that are involved in the process of an import / export operation: shippers of several industries as real-life substitute customers (Play Fine Fruits, Play Fine Clothing, Play Fine Cars, Play Fine Pharma, Play Machine Tools, and Play Chemicals), transport operators such as a shipping line, a rail operator or a haulier company (SDG Lines, Port Railway, Play Haulier), customs related entities such as customs brokers and customs administrations (Play Customs Agent and Play Smart Customs) and a Port Community System (MedTrade). You can find out more about these theoretical companies by going to the Port Virtual Lab site.

The Simulated Practice Enterprise is a methodological didactic strategy of “Learning by Doing” – through a digital lens. With the ERP system provided by Click & Cargo, the Escola Europea and its partners have worked to develop a digital environment that promotes simultaneous and integrated development of functional competencies of organisational management (social, human and business) based on a methodological-didactic simulation system that allows for contextualized and experiential knowledge. At the same time, the Click & Cargo system contributes to the vocational guidance of students and the employability of graduates through the creation of role-playing assessments and specific tasks representative of the world of work.

“From the point of view of knowledge to be transferred to the students, the training succeeded in achieving the objectives for which it was developed. The content of the sessions is very satisfactory insofar as it offers very varied technical knowledge to be able to use the Click and Cargo. Technical knowledge well founded by theoretical knowledge in international maritime trade techniques. On the educational level, the succession of sessions has been well studied ensuring the progression of the knowledge produced.” – Mr Anis Romdhani, lecturer from Tunis

An additional benefit of the YEP MED training courses is the unique benefit gleamed from the international community of teachers. Thanks to the collaboration of more than 30 teachers from Technical and Vocational Education and Training (TVET) centres and professionals of the sector, the students were presented with a distinctively multicultural and very experienced teaching staff – which further added to the authenticity of the heterogenous Mediterranean training.

“In these two weeks, I had the opportunity to meet students from Beirut, Ortona, Barcelona and Tunis. We have learned how import and export shipping works through the Click&Cargo ERP platform. We have learned and increased our knowledge in the logistics sector with the collaboration of professionals who explained the different procedures and aspects. I found it very useful and interesting for the students who want to continue their career in the sector”. – Flavia di Capua, student from ITS Caboto (Italy)

These YEP MED VT2 and VT3 digital international training courses will take place over the early summer months, concluding before the autumn months and paving the way for the next stage of the training model – the integration of the successful participants in local companies through apprenticeships that will complete the dual training model.

For more information about the YEP MED project you can contact Concha Palacios from the project office at concha.palacios@portdebarcelona.cat or head to the website.

The panel at the press conference

The Escola Europea and Click&Cargo develop a virtual port to be used in simulation exercises

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In the framework of the European YEP MED project, the agreement between the Escola Europea and the software development company Click&Cargo has been presented to the public on the 26th of May 2021.

Logos of the entities involved in the project

Participating in the event from the Escola Europea were its director Eduard Rodés and its Chief Business Officer Marta Miquel. The Project Manager from Click & Cargo, Valentina Salinas and the head of development Alex Rodriguez, alongside Marisa Clavero – a teacher from the Institut Lluïsa Cura, and Guillem Sardañés, CEO of the freight forwarding company eGlobe, also joined the press conference to explain the details of the agreement.

Eduard Rodés presented the YEP MED project and the PortVirtualLab.com platform, which will be used for the development of the training applications foreseen in the European project. YEP MED, funded by the ENI CBC Med programme, has a budget of 2.97 million euros and a planned duration of 30 months.

One of the main characteristics of the development of the project has been the close and fruitful collaboration of different organisations in the Barcelona Port Logistics Community, including: the Barcelona Port Authority, ATEIA, Institut Les Salines, Institut Lluïsa Cura, Click&Cargo and various private companies in the sector such as eGlobe.

Marta Miquel of the Escola Europea has highlighted that the agreement has already enabled training in the use of the platform for trainers from institutes and training centres in the 7 participating countries from the project: Spain, France, Italy, Tunisia, Jordan, Egypt and Lebanon. A total of 38 teachers specialised in International Trade from 12 training centres have been prepared to deliver the practice sessions in their respective centres and countries in the coming months.

Since last week, some of these trainers have already begun putting into practice what they have learned in a course that is being conducted online. 148 trainees from Spain, Italy, Tunisia and Lebanon are currently simulating project operations in the first course of this kind for students.

Valentina Salinas emphasised that the use of Click&Cargo as an ERP platform for the freight forwarding sector was the result of a public tender in which it obtained the best score for its technical features and ease of use. The proposed platform is fully accessible online and in English, which eliminates the barriers of distance and language in a sector where English is the lingua franca. The platform aims to integrate digitalisation processes, facilitating and automating the usual tasks of freight forwarding companies.

The co-founder and director of eGlobe, Guillem Sardañés, highlighted the speed and efficiency of the training that students receive in a relatively short time – achieving the same results in just a few weeks -something that normally require months of training. Sardañés highlighted the rapid process of digitalisation of freight forwarding companies and the need to have personnel prepared to face the challenges and changes that these processes entail. He also affirmed that the similarity of real-life operations to the simulated ones is amazing and proposed that the tool could also serve professionals active in the sector as an aid in digital transitions.

On behalf of the training institutes Marisa Clavero emphasised that the YEP MED programme and the PortVirtualLab.com platform have made it possible to go to the most minute levels of details in operations for the first time, which in practice means a simulation of the activities carried out in all levels of a company. She further emphasised the value of the students’ relations with the teams from the other countries, who act as corresponding agents in their respective countries during the exercises. The management of these relations, with the added complexity of dealing with different cultures, different languages and different visions, is a very valuable experience for the profile of a worker in a freight forwarding company, who is also a citizen of the world by the nature of his or her work.

Eduard Rodés pointed out that contact with other software companies in the sector has already begun, with the goal to extend training to other groups from the Port Logistics Community in the coming years and that the Escola Europea will work to facilitate the digitisation processes of all the actors involved in operations.

For more information on the YEP MED project you can contact Concha Palacios from the project office at concha.palacios@portdebarcelona.cat.

Members of the Steering Committee of the Escola Europea

The Escola Europea-Intermodal Transport goes digital to enrich its training model

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The Steering Committee of the training center, which met on Wednesday April 21st in Barcelona, has assessed the actions carried out last year and has defined the new strategy for 2021.

The Escola Europea – Intermodal Transport has set itself a clear goal for this year: to intensify digitalisation in order to enrich its training model with the advantages provided by new technologies. This priority objective was approved by the Steering Committee of the Escola in a meeting held this week in in Barcelona.

During 2020, to adapt to the new scenario created by the COVID-19 pandemic, the Escola has adapted its structure to the new realities mandated by the health authorities and prepared a different approach for its activities. This path will continue in 2021, with the goal to enrich the courses and to take advantage of the flexibility provided by the new digitised training models.

During the meeting the President of the Escola Europea Mercè Conesa highlighted the enormous difficulties posed by the pandemic, the actions taken to adapt to the new situation and the uncertainties that still remain. Face-to-face training activities suffered a strong setback in 2020, forcing a reevaluation of all training actions.

Among the activities carried out by the Escola Europea during 2020 the start of the European project YEP MED doubtlessly stands out, in which the Port of Barcelona and the Port Authority of Civitavecchia also participate as partners, and which the Escola heads as Lead Partner. Also noteworthy was the inauguration of the Italian headquarters of the Escola Europea and the subsequent start of a new vocational training course in Civitavecchia – with the title of Integrated Logistics Technician – promoted by the Caboto Foundation, the Port Authority of Civitavecchia and the Escola itself, with a programme of 2,050 hours of training carried out over two academic years.

Looking at the Escola’s other activities, it was stressed that the Forma’t al Port courses in Barcelona, and their Italian counterpart the Formati al Porto courses in Civitavecchia, were carried out in a hybrid format, with the collaboration of schools and with very positive results.

Finally, it was pointed out that in 2020 a new project was approved which comprised the development of the PortVirtualLab.com platform, which will support training and simulation activities in logistics-port communities.

The Steering Committee was chaired by Mercè Conesa, President of the Port of Barcelona. Participating in the meeting were Pino Mussolino, new chairman of the Port System Authority of the Central Northern Tyrrhenian Sea; Emilio Signorini, president of the Port Authority of the Western Ligurian Sea; Matteo Catani, CEO of Grandi Navi Velocci, and Eduard Rodés, director of the Escola Europea. The meeting was also attended by the members of the Executive Committee: Catalina Grimalt, from the Port of Barcelona; Luca Lupi, from the Port of Civitavecchia; Silvio Ferrando, from the Port of Genoa; Antonio Pedevila and Andrea Balabani, of GNV, and Mario Massarotti, of the Grimaldi Group.

Innovation and Digitisation

Innovation and digitisation post Covid-19

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As we enter a new era in the Escola’s development and begin to work on our new project YEPMED, which aims to ameliorate the labour situation for young people across the Mediterranean, we have caught up with Anwar Zibaoui to share his thoughts on the importance of collaboration and sharing of know how in the era of the 4th industrial revolution, and the digitisation and innovation that come with it. Check out the full article below. 

The YEPMED Project aims to better match the labour market skills needs and dual TVET offer in the Mediterranean Port communities sector in order to contribute to jobs creation and productive economic growth. 

 

Anwar Zibaoui

Anwar Zibaoui, chairman of ACASME and founder of AZ Meda Advisors & Consulting

Twelve years after the world financial crisis sent the economies of the developed and developing world into disarray, we are once again facing an unknown situation. An unprecedented tsunami that has confined millions of people to their homes, shaken the stock markets, forced countless businesses to close, including local markets and restaurants and emptied our streets, paralyzing our economies. Historical precedents tell us that such a situation could significantly alter political and economic systems, reconfigure ideas and theories, and impose radical changes to our lifestyles.

In this case, the unexpected allies have been innovation and digital technology, which helped alleviate the impact of COVID-19 on individuals, businesses and governments. In the midst of the chaos, a new era set in the digital world is emerging, and with it creating new opportunities. Nevertheless the benefits of technology are not equally distributed, as more than 3.6 billion people on the planet still do not have access to the Internet. In the informal economy, teleworking does not exist. For millions of children, access to online education is a remote dream.

It is time to coordinate our reaction to the new challenges, because innovation and digitalisation are here to stay. Their implementation has accelerated exponentially and there is no turning back now. It has changed the way we work, learn, buy or socialise. We must be prepared for the so-called new normality.

Never before has the digital agenda been as necessary and vital as it is now. It is not only an immediate response to the measures taken to combat the virus, but it is also indispensable to research and innovation. The current economic models are breathless because of the speed of change. We are in the era of globalisation, climate change, pandemics, digital transformation, the collaborative economy, urban concentration and the depopulation of the rural world. All of these represent many changes that governments all across the globe are struggling to regulate. However, these also highlight new divergences and polarizations between economies and societies. This is why new responses are needed.

There is no doubt that technological change threatens jobs, but it can also create alternatives. Relations at work, between companies, employees, services, mobility… are evolving. The only key to progress is to improve innovation and education. As in everything else, the future of Europe, Africa and the Mediterranean lies in adapting, sharing experiences and moving forward together.

Following the current model, Mediterranean governments are focusing on job creation rather than on business creation. This is an outdated model that consists of launching massive public employment programmes instead of financing and investing in successful businesses that create jobs. It is clear that economic progress is directly related to training, research and innovation activities, and that there is a correlation between social progress and business activities.

The life cycle of companies should demonstrate to many countries that the secret of eternal youth is constant innovation. Governments need to balance expenditures and invest in tangible infrastructure such as roads, railways or ports. However, they must also invest in intangibles such as education, research and development. R&D is the key driver for building and consolidating a knowledge economy and implementing a culture of creativity in which young people are inspired, transform their ideas, raise their ambitions and pursue their dreams.

Entrepreneurship and the private sector can drive adaptation to technology and innovation, be the vehicle to engage young people and move forward. We must promote a new mental framework, a new attitude, harnessing the energy of young people, and fresh ideas, because these are the ones that bring opportunities. Innovation is a lever for value creation because it transforms the way we do business and has a multiplier effect on the growth of a nation and its companies.

Innovation is the way to growth and survival. It is the model for the promotion of a company or a country. Technology is already here, but by itself it is not the answer. It is a facilitator and accelerator of new ways of being and doing. To be able to create wealth and ensure a future, innovation is not an option, it is a necessity.

The Mediterranean region will have to create hundreds of millions of new jobs over the next three decades. This challenge presents an opportunity for the region to transform its economies and harness the creativity of its large youth population and the disruptive power of technology to create wealth.

Whether we like it or not, production lines will require less and less manpower thanks to more efficient machines, automation and robotics. In addition, the next wave will bring more artificial intelligence, 3D printing and new capabilities that will make additional manual labour redundant. We already know that 8 out of 10 jobs will be lost due to new technologies (not immigration or globalization), that 64% of the jobs that exist today will be automated, and that 66% of the jobs for the next 10 years have not yet been invented.

The transition to the fourth industrial revolution, combined with a crisis of governance, makes it imperative to thoroughly reconsider human capital and adapt education to the labour market in order to achieve prosperity and stability. New digital technologies generate a new competitiveness that, for the moment, does not apply to many Mediterranean countries. For the region, a successful transition would guarantee business competitiveness and be a determining factor for regional industrial consolidation. Doing nothing is a risk of negative impact on its future growth and productivity.

In our region, the most immediate economic challenge is not diversification or new tax regimes, but the creation of productive and sustainable jobs for the youth. At the same time, we must be equipped with the combination of talents and skills that will make industry 4.0 a generator of wealth and social peace. We must be concerned about the level of training of the workforce and its quantitative and qualitative nature. The factors that today allow us to better evaluate it are the development of the digital culture, the skills and the capacity to think creatively.

The region has an enormous human capital waiting to be developed. Education, the promotion of the private sector and an understanding of this technological revolution will be key ingredients for success. This is a complex task that will require a broad social consensus and determined action by governments.

The digital potential is unlimited. This represents an opportunity for the Mediterranean. A large market with rapid growth. A hub of innovation, creativity and entrepreneurship. Young people have the resources to find solutions to pressing problems.

Leaving the Mediterranean behind in the digital transformation is not an option. The pace of the fourth industrial revolution will wait for no one. As the United States and Asia move forward, Europe and the Mediterranean need to forge their own identity. Today the imbalance is obvious, and everything that prevents an improvement in innovative capacity is conditioning the future.

The main key to innovation is training. Companies that invest in their employees to provide them with the right knowledge are the ones that grow. Governments must do the same, improving qualifications and promoting innovation in all key sectors of the economy and in the education system. If they stop betting on the education of the new generations, they will condemn them to depend on others for life.

There is a great need for a new platform of collaboration that brings together governments with businesses and other actors interested in public-private cooperation in the Mediterranean, facilitating a progressive dialogue that understands and respects the values and culture of the region. Investment in young people is needed to unlock the demographic dividend in an area where the interests of governments, the private sector and international organizations are fully aligned. This requires joint action by all today, to ensure a prosperous region tomorrow.

This crisis will pass, but we must not forget that innovation and digitalisation are the path to survival and development, the fuel for constant progress and the model for the rise of a company, a nation or a region.

Article published in its original form can be found here.

Internet of Things

IoT impact on Port Operations

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The IoT (Internet of Things,) known as the ability to connect devices and objects through a digital network, is a term that has ceased to be new and has slowly become part of our daily routine. Nowadays devices connected to the IoT permeate our homes, with people relying on devices such as Roomba, smart refrigerators or Alexa. IoT’s capabilities are much more powerful and each of the sectors of our economies have taken advantage of the benefits of this technology operations and management.

When looking at the maritime industry, and ports in particular, we can see that the advantages of incorporating IoT into their operations for the interaction of M2M (machine to machine) in telematic devices and sensors has resulted in a positive impact. Shipping has recognised that the best strategy for the future is no longer to prioritise massive physical growth but rather to optimise flows and logistics processes. Given this need, the IoT provides the ability to manipulate, control and monitor actions – an important step (albeit not the only one) within the grander scheme of things.

Initially we saw the IoT utilised to optimise the mobilisation of containers in terminals, monitoring of the control of working hours and accesses, towards the activation of equipment, control of cranes or prediction of maintenance. All this could be summarised not only in information reports but also in future opportunities. Knowing the data is always beneficial but knowing what to do with it is much better and this is the real gain from the process. To correctly identify where the processes can be optimised is the most difficult job of the sensor data collection. To date no universal algorithm or formula exists, and each terminal, each product and each country has a different dynamic that must be evaluated and readapted to involve the complex analysis of experts who actually manage to identify the weak sections of the processes.

On the other hand, the IoT is common practice of digital ports even if this does not mean that everything is done digitally. Monitoring, control and data collection have become daily routines, but the prediction of many activities is the new leading characteristic that the IoT is taking. It entails predicting supply chain breaks, equipment failures and many other aspects that are associated with artificial intelligence.

The cons?

What are the downsides? The main concern is that such implementations may expose the ports and organisations relying on digital data collection to unauthorised external interventions or cyberattacks. Nevertheless, large companies have understood that it is part of the risks to be mitigated, and that without these strategies sooner rather than later companies that do not adopt them will lose competitiveness.

The future?

Information is becoming more and more valuable. At the same time, it is becoming more public and freely accessible. The IoT interconnects equipment to obtain information; this information then collaborates between companies to obtain benefits. The scope of the IoT has managed to expand to all those who indirectly interact with logistics or port activities. We have left behind the information gap that in the past was termed the “Maritime Adventure”, and today exporters need to have constant control of situations to optimise the supply chain.

From a direct link to the truck driver through an app interconnected with the port community system, to the most detailed environmental control system, the IoT has infinite contributions in the port activity. It can be customised to the needs of each actor and promises to have event higher levels of performance with the emergence of 5G (in the not-to-near future).

 “According to IDC (International Data Corporation), there are already nearly 200 billion computerised devices, with 20 billion of them wired and communicating via the Internet, and more than 50 billion sensors that track” around the world. The maritime sector, as the majority holder of international transport, has the responsibility to act efficiently and safely to reduce costs in a globalised market. This requires the optimisation of each of the shipping processes, and that in any case the IoT is a tool that allows to promote these objectives.

With the world constantly becoming “smaller”, and speed and accuracy becoming more important to customers and operators, there is hardly any doubt that the Internet of Things is the language of the future – and it is up to us to knows this language and to learn to decipher the information collected by it to improve the door-to-door supply chain, and the operations in the ports in particular.

For more information, check out these articles:

 

Written by:

  • Vanessa Bexiga, Escola Europea – Intermodal Transport

Developing sustainable Intermodal Transport Networks: a challenge for logistics

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As 2020 comes to an end, in this final issue of the Odiseo of 2019 I want to focus on networks and the elements that make them up. There are a few main protagonists: the people they serve and, in many cases, those who benefit from them.

The western Mediterranean is an area composed, in the South, of Mauritania, Morocco, Algeria, Tunisia and Libya. In the North the Sea houses the countries of Portugal, Spain, France, Italy and Malta. It is home to a total of about 290 million people. It has a young South, where 43% of the population is under 25 years old, compared to the 25% in the northern countries. In the North the situation is reversed, where 33% of the people are 55 years old or older. In the south, this number does not reach 15%. The North hosts about 190 million inhabitants facing close to a hundred million in the South.

The three networks that structure the development of our society

Why are we talking about networks? We live immersed in all kinds of networks, and often we are not very aware of them. Our society and economy are built around three major networks: energy, telecommunications and transport. In Europe, these first appeared in the Maastricht Treaty in 1992, and their function was primarily set to link all regions, contribute to the growth of the internal market and job creation, while simultaneously achieving environmental and sustainable development objectives.

These networks serve us efficiently on a daily basis. For transport to function smoothly, we need energy networks, comprising petrol stations, electricity charging points, natural gas supply points and, as well as the currently emerging, new, less polluting energy sources.

Telecommunications allow us to make digital payments by cards, financial transactions, give us access to the World Wide Web, e-commerce, e-mail, IoT and capture data for the use of intelligent transport management systems, among many others.

In transport services, we have two clear examples: the container, which is already widespread through the global network, and is generally accepted and not questioned by the industry members, and on the opposite side of the coin – the railways, which in today’s climate need to make progress to obtain better standardisation systems. This is particularly true in Spain.

Each network has to follow its own operating rules. For example, when we go to a gas station, we know what kind of fuel is there on offer. In the field of electronic communications, the Internet has taken control of the entire market. We have already mentioned the containers in which 20, 40 or 45 feet have become the norm. On the roads, more and more signalling systems and traffic rules are becoming unified. Finally, in road construction itself, international standards are used to classify the different categories.

Building a network

Networks facilitate progress. There are set architectural designs that have been developed to ensure such progress, and which almost always has positive consequences. A network is built with supporting infrastructures. In communication networks, we have service stations and, in some cases, gas pipelines for the transport of fuels or gas. In the field of transport, we have ports, logistics platforms, roads and road and rail infrastructures.

We can then turn to these infrastructures and provide services that support the network. It may involve the simultaneous incorporation of several networks that are necessary to be able to provide the services that the networks have as their main objectives. Finally, operational regulations and a form of governance needs to exist that will establish rules, standards, access and guidelines, among other things that would facilitates their use and growth.

Once an adequate operational structure is established, the network must develop to consolidate. This requires collaboration and information sharing. Best practices, training, and working with specialised groups are important for the take-off and growth of a network. Once a certain size is attained, the network will be able to contribute with more value before becoming a normality. For example, today, it would be very difficult and costly to replace the Internet or the widespread use of maritime containers.

With a consolidated network, new services, new functionalities, transaction optimizations, new challenges and new components emerge.

Transport Networks

Europe proposed a trans-European network in the same way as Ferrmed[1] proposed a rail network in the Mediterranean. Since then, networks of logistic towing of semi-trailers closely linked to short sea shipping have been proposed. These then help improve freight transport systems and reduce overall costs. When thinking of transport units, these would be our core networks for manufactured products, while for ro-ro transport, RO-RO vessels and ferries are heavily relied on.

The first element that emerges is the topology of the network. We start from the basic elements that make up networks: nodes and vectors, which in turn form different sets according to the product flows and the criteria with which they are constituted. Taking the airport model as a reference, a modern mode of transport that has evolved very quickly and efficiently, we can see that there are networks with point-to-point relationships that have evolved into networks with hub and spoke nodes that have allowed us to respond to the sizes of the aircrafts. And this, in turn, has evolved into hybrid systems. Thus it can be summed up that the network is configured according to the means of transport, structure and volume of traffic.

When looking at the port level in the Mediterranean region, there are clearly defined Hub ports, such as Algeciras and TangerMED. Ports that could be classified as hinterland or Gateways also exist. These include the likes of the Ports of Casablanca, Barcelona, Genoa or Civitavecchia.

Today, we have a network that is used to set priorities and let me say that I believe that it is above all a question of avoiding arbitrary decisions or decisions that can only be justified for reasons that have nothing to do with the efficiency of transport infrastructure and services.

A network seeks to develop a competitive and resource-efficient transport system, as indicated in the Commission’s 2011 White Paper on Transport. A network enables the internal market to function properly and strengthens economic, social and territorial cohesion. It facilitates the mobility of people and goods in a simple, safe and sustainable way. It facilitates accessibility and connectivity in all regions that contribute to economic development and competitiveness. And, instead of focusing only on the European region, it is interest to think about the Western Mediterranean per se and to have a good starting point with some of the important criteria for building the networks that are needed today.

TEN-T Network structure

The Trans-European Transport Network has a two-layers structure, comprising a core network and a comprehensive network covering all Member States.

It is a core network that exists without bottlenecks or discontinuities to facilitate interoperability between the different modes of transport.

It exists with urban nodes, logistics platforms, freight terminals, ports, rail terminals, airports, and with a maritime dimension with the motorways of the sea. The TEN-T is a network that uses innovative technological solutions, which have a vital role to play in transforming transport to make it accessible to all citizens and to create a safer, more sustainable, low-carbon and energy-efficient system.

The core network corridors cover the most important long-distance flows of the core network and aim, in particular, to improve cross-border links within the Union.

These corridors are multimodal and are open to the inclusion of all modes of transport. They shall cross at least two borders and, if possible, include at least three modes of transport, including the motorways of the sea, where appropriate.

In addition, special attention is paid to the measures necessary to ensure the safety of fuels through increased energy efficiency and promote the use of alternative energy sources and propulsion systems, in particular low-carbon or carbon-free; to reduce the exposure of urban areas to the negative effects of transit transport by rail and road; and to help the removal of administrative and technical barriers, in particular to the interoperability of the trans-European transport network and to competition.

WestMED corridors

When thinking about the Western Mediterranean, or the WestMED area, the corridors of particular interest to the Escola are:

  • The Baltic-Adriatic Corridor (Poland-Slovakia-Austria-Italy)
  • The Atlantic Corridor (Portugal-Spain-France)
  • The North Sea – Baltic Sea corridor (Finland – Estonia – Latvia – Lithuania – Poland – Germany – Netherlands – Belgium)
  • The North-Mediterranean Sea Corridor (Ireland-United Kingdom- -Bass-Netherlands-Belgium-Luxembourg-South France, because Brexit became Ireland-Belgium-Netherlands and France).
  • The Mediterranean corridor (Spain-France- North Italy-Slovenia-Croatia-Hungary)
  • Scandinavian-Mediterranean Corridor (Finland-Sweden-Denmark-Germany-Austria-Italy)

The corridor approach can be used as an instrument to coordinate different projects on a transnational basis and synchronise its development, thus maximising the benefits of the network. These projects should contribute to cohesion through better territorial cooperation. In order to ensure effective and efficient implementation of the corridors, each corridor is supported by a European coordinator.

Ports have come to play a fundamental role in structuring the network because they are the main modal exchange points. If we focus on the WestMed area which includes the Atlantic area, the Alboran Sea, the Balearic Sea and the Tyrrhenian Sea, we have 20  main ports in the network. In Portugal Porto, Aveiro, Lisboa and Sines; in Spain Seville, Algeciras, Cartagena, Valencia, Tarragona and Barcelona ; In France Perpignan and Marseille. In Italy, Genoa, La Spezia, Livorno, Civitavecchia – Rome, Naples, Gioia Tauro and Palermo; and in Malta Valetta.

Seaports Infrastructure on the Network

Seaports are the entry and exit points into the land infrastructure of the core network.

Equipment associated with maritime transport infrastructure may include equipment for traffic management and freight transport, for the reduction of negative effects, including negative environmental effects, and for the use of alternative fuels, as well as for dredging, maintenance and security of the port and port access.

Maritime transport infrastructure includes in particular: maritime space, sea lanes, sea ports, including infrastructure necessary for transport operations in the port area, port connections with other modes of the TEN-T network, docks, locks and quays, aids to navigation, port access and canals, jetties, motorways of the sea, related equipment and telematic applications, including electronic maritime services.

Motorways of the Sea

TEN-T policy also focuses on the development of the “Motorways of the Sea” (MoS), for which a European coordinator is responsible for leading the process of its harmonised implementation.

A European maritime space without barriers, which I hope will soon become a Mediterranean space without barriers, includes short sea shipping lanes, ports, associated marine infrastructure, equipment and facilities. It aims to simplify administrative procedures allowing the operation of short sea shipping services between at least two ports, including their hinterland connections.

MoS include seaports on the core network or between a port on the core network and a port in a third country. This means that today, the port of the third country cannot receive direct funding, but it can benefit from the funding received by the whole operation. It also includes port facilities, freight terminals, logistics platforms and freight platforms located outside the port area, but associated with port operations, information and communication technologies (ICT), security and safety, and administrative and customs procedures in at least one State.

Today, MoS operations also include activities aimed to improve environmental performances of the vessels, ports and hinterland operators, which includes shore-based electricity supply that helps ships reduce their emissions, airworthiness activities throughout the year (dredging), alternative re-fuelling facilities, the optimization of processes and procedures, the human element that would include training, and finally the ICT platforms and information systems, including traffic management systems and electronic reporting systems.

Shipping Lines

Shipping lines are the networks’ champions. Existing or new maritime services that form part of a door-to-door logistics chain, help group freight flows into viable, regular, frequent and high quality short sea shipping links.

The MoS network can replace a significant part of the expected increase in road transport.

The Lines are now an essential part of the network configuration. They are the real protagonists of the operations. Almost all of them private, and as such they bet their money.

The evolution of the sector will depend to a large extent on this. Infrastructures are indispensable, but they are far from sufficient. The services and quality offered will determine the future. Opportunities for improving exports depend to a large extent on traders and customs. We hope that together we can help them to develop properly.

 

 

 

Railway connections

The rail part is now one of the main elements of port development. In Barcelona the company VIIA offers rail motorway services. These are new and very powerful concepts. Trucks can now travel on the motorways of the sea to connect with the railways motorways that connect Northern and Central Europe with very short transit time and high-quality services. This represents a new way of understanding intermodality, which is currently undergoing spectacular development. Today, we have significant volumes in the transport of semi-trailers, cars, containers, and refrigerated containers, and in most parts of the continent the rail market in ports continues to grow. This, sadly is not the case in the Spanish rail freight transport market.

Digitization of transport operations

Finally, one of the elements that is of vital importance at this time is the digitization of transport operations. This technological aspect of the networks enables traffic management and information exchanges within and between modes of transport for multimodal transport operations and transport related value-added services, improves safety, environmental performance and simplifies administrative procedures.

The digital services should facilitate a seamless connection between the core network infrastructures and regional and local transport infrastructure. An important player is the Port Community System.  In Barcelona we have Portic and in Morocco we have PortNET. They will play a fundamental role in the digitization of operations in their respective areas.

The digitization of transport operations is linked to a topical subject in Europe (but one that is increasingly catching on in Morocco, Tunis and Algeria on the other side of the Mediterranean): one of the National Single Windows.  I believe that they represent an unique opportunity as customs can take advantage of all the information they receive. If a framework of trust between the public administration of all this countries is possible, then the increase in the speed of operations will be inevitable. I hope they can give us joy in the near future.

The money factor

And I’ll finish with the money. Everything that has been proposed must be funded. Europe has embarked on a path where it relies heavily on sophisticated financing models. These include PPP, participation with bonds, bank financing, subsidies, etc.

One of the sources that provides clarity on this subject in Europe is the information from the European Parliament, which is working on the “Multiannual Financial Framework – LEGISLATIVE TRAIN 11.2019” programme, set to cover the period between 2021 to 2027.

This programme will replace the CEF and aims to develop transport, energy and digital infrastructure within the framework of the trans-European networks. With very significant investment figures, since it is 42.3 billion euros, compared to 23.2 billion for the 2014-2020 period of the EFC. It sets out certain priorities that will have to be analysed: decarbonization, digitization, transition to clean energy and improve digital connectivity.

Conclusions

Finally, we circle back to the beginning, to the transport networks: Trans-European, Trans-Maghreb, Trans-African or international. They will all fight to compete and, in some cases, to cooperate and develop.

Today, we know that the China Belt and the Silk Road initiative could complete a logistics chain from Japan to Russia to Central and Northern Europe. This reconfigures the world again, with transit times of 19 days between Japan and Europe. We are live in exciting times.

I would like to leave you a message, summarizing what was said before:

Networks are a fundamental element for the development of advanced societies; A network is solid if it is easy to use.

Logistics is a networking factor which can help us improve the countries in which we live in.

Let’s do it!

Eduard Rodés

Director

Escola Europea – Intermodal Transport

 

[1] http://www.ferrmed.com/sites/default/files/2019-04/FERRMED%20GLOBAL%20STUDY%20BOOK.pdf